Train emergency-stop.



W. L. MA-TGHETT. TRAINEMERGEN GY STOP. APPLICATION BIL-m 1m. 26.1911.

mm 0ct.- 10, 1911.

wINrIEnn L. mn'rcisnjrrf or HARRISB RG, PENNSYLVANIA, AssIGNoR. BYDinner AND MESNE ASSIGNMENTS. or ONE-FOURTH T0 WILLIAM S.- L-INDLEY ANDONE- FOURTH 'ro JOSEPH W..POIiIRAI-NIN G, Born or; HARRISBURG,"PENNSYLVANIA: f

' TRAIN EMEBGEN'CY-STOP,

Specification of Letter'sPat ent." V Pal tented (let. 10,1911.

Application filed January 25, 1911. Serial No. 6t) 4,618.

To all whom it may concern:

Be it known that I, VINI-IELD L. Mli'rcnn'rr, a citizen of the UnitedStates, residing at Harrisburggin'the county of Dauphin and from anothertrain on the same track'so as to prevent collisions, or whereby a,trainis automatically stopped when approaching an open switch or a crossingover which a train is passing.

The invention has for one of its objects to improve apparatus of thischaracter so as to be reliable and efiicient n use, automatic in itsaction, and so designed that it will operate the engineers or brakevalve so as to apply the br'akesof the train under emergency conditions.

Another object of the invention is the pro vision of a fluid mot-or foroperating the brake valve by fluid derived from the train pipe through acontroller of the piston and cylinder type which includes a normallyclosed valve that is adapted to open when pressure on one side of thepiston 15 lowered by anelectro-mechanically operated valve brought wee-anon by the closing otthe circuit through tact-r the. electric switcheslocated in the track.-""

Vith such a'iid other objects in view, the

' invention compi i se s the. various novel fea tures of constructionand arrangement of parts which will be more fully described hereinafterand set forth with particularity in the claims appended hereto.

In the accompanying drawings, which illustrate one embodiment of theinvention,

-Figure l is asectio'nal viewof the cab of a I is a side view showingthe manner of supporting the contactwheels. Fig. 4 is a longitudinalsection of the-controller for allow ing air to passfrom the train pipeto the brake Valve operating motor under emergency conditions: Fig. 5 isa side view of the electric motor operated mechanism for actuating thebleeding valve; of the fluid controller. Fig. 6 is a detail sectionalview of the fluid controller showing the by-pa-ssfor normallymaintainingthe same pressure on both sides of the piston of thecontroller. Fig. 7 is a plan View showing the relation of the controllerto the operating motor for the brake-valve. Fig. 8 is a diagrammaticview of the circuit connections and electric and mechanical devices onthe locomotive for operating the bleeding or outlet valve of thecontroller. Fig. 9 isa detail pegpective 6-5 view of thelever connectingthe st of the brake valveof the air brake system 'th the operating motorfor said valve. Fig. 10 is a detail view of aportion'of thecircuit-clos--. ing means for the motors shown-in Fig. 9.

Similar reference characters are employed to designatecorrespondingparts throughout the views. e Referring more particularlyto Figs. 4, 6

and 7 of the drawings, A designates a fluid controller which is in .theform of a piston 1 and cylinder 2 that is connected by apipe-3 with thetrain pipe of the air brake systemr A lay-pass 4 leads from thepipe 3toa port 5 in the cylinder, so that fluid under train pipe pressure .willoperate on bothsides ofthe piston when the latter is in normal positionto one side of the port 5. The piston is provided with a stem 6 whichhas archi- .cal yalvegigthat normally engages a conical ;se' a't"8 maiisliiiio; ast l ed" e ea.

the cylinder.-

die I from its seat, fluid passes out-of thecvliiider and isiconductedbya pipe lo connected with, the outlet 9 to a motorBsuitably located thecab, as shown in'Fi'ghl, sofas ittifc'aus the motor to operate thebrake'valveIof the air brake system for settingthebrakesof the train.Connected. with the piston 11 and,

12 that'is threaded in an op'eningf mi'tliei other head of'thecylinder,tl1e' s leeve being,

securely held in place byjam mi ts 1Q.) Th'i inner end of the sleeve isspaced a slight distance from the piston 1 so tih'atthe latter can movetoward the sleeve" a"distance sufiicient,

to close the 5f The movement of the' piston to the right, Figs. 4 andthis opposed 1 by a spring 15 whichsurrounds "the. sleeveflZ '105 andpresses against the piston. loie fie cta proper adjustment for limitingthe movement of the piston, a cap 16 is threadedon the enterend of thesleeve 12 so that by zrewmg the sleeve inwardly or outwardly, will forma stop against which the outer- (:illl of the stem 11 strikes. Since thepressuyein the chambers at opposite sides of the piston 1 are normallythe same,- it is merely necessary to allow the pressure in the righthand chamber to escape, when the valve 7 will. open and allow fiuidtopass out of the cylinder to the motor 13 and operate the brake valve.When the piston Ihoves to thee right, upon' the opening of the right endof the'cylinder to the atmosphere, it closes the port 5 and prevents airfrom the train pipe from passing tothe' atmosphere, and at the sametimethe valve 7 opens and admits air y to the motor B..., After themotor has been actuated, the pressurejfalls on the left side of thepiston, with the result that the spring 15 returns the piston to normalposition so as to permit air of the same pressure to be established onboth sides of the latter.

The escape of the air from the right end of the cylinder 2 iseifected-byan electro- -m echanically operated bleeding or escape valve 17 which isof conical form and is rotatable in a hollow conical seat 18 which gear24 that meshes with a worm 25 so that as the worm is .rotated, the gear24 and valve 17 will turn to-throw the port 22 into and out ofregisterwith the port 23. Nors. mally the port 22 is in the p'osition showninJFigf4, so that-air at train pipe pressure will be retained in thecylinder, and as soon as the port 22 registers with the port 23, airwill escape to the atmosphere and allow the piston 1. to move to theright and open the valve 7. As shown in Fig. '5, the worm 25 is mountedon the shaft 26.0onnected with .the armatures or reversely operatingmotors C and C that are connected in circuit alternately. lVhen onemotor.is energized, the other is idle and vice versa, so that by thecoaction of the motors, the valve 17 will 7 be opened and closed.

-Mounted on the lecomotiue. at any suit-. a-blc point are mnlflet=wheels 27 and 27-- thatare adapted -to ri de on auxiliary rails locatedin each block of the track. The

.wheels 27- and 27"- are fastened to-an axle 28 that rides in bearingboxes 29, the said. boxes being movable guideways 30-d epending from aframe 31 fastened to the locomotive franieand strengthened braces 32.The bearing boxes 29 are pressed downwardly by springs 33 that encirclevertical rods 34 fastened to the boxes and extending longitudinally. ofthe guides 30. The wheels are insulated from the axle'28, as clearlyshown in Fig. 1, by a sleeve of insulation 35' set into the hubs, andbearing on the hubs are brushes 36 or equivalent devices by whichcircuit connections are made between the electrically-operated devices.-on the locomotive and the. circuit control ling switches of the track. a

In Fig. 9,: the devices for connecting the valve-operated motors C and Cin circuit.

are shown. The switch 1) for cutting the motors into and out of circuitconsists of'acam 36 mounted onthe stem20 of the valve 17 as shown inFig. 4, ahdthislcam is dis posed between and operates on spring contacts37 and 38 which cooperate, respec-j tively, with fixed. contacts 39 and40 .for

cutting out themotor C and cutting in-the motor C, o'rvice versa- Thecurrent for the motors is supplied by ;a battery. 41; which-has oneterminal connected byva wire 42'with aspring contact 43fwhich is adaptedto engage either of a pair of spaced fixed contacts 44 and 45. The motorG is connected by a wire 46 with the fixed contact 44, while the. motorC is connected bya wire 47 with the fixed contact'45'. Leading from therespectivemotorsto the contacts I 39 and 40 are wires 48' and 49. The.motor circuits are completed by wires.50 and51 leading from'the springcontacts 38 and 39,

respectively, to'the battery 41. The contact 43 is normally inengagement with the contact 45 but current will notfiow through areseparated. 'The spring. contact-431s held by a pawl or dog 53 so that'itcannot the motor C because the contacts'38 and 4Q l vibrate under thejolting of the car into engagement with the contact44, but this dog 43is automatically released from the spring when the conditions are suchthzt the emergency stop mechanism should come into play. For thispurpose, thedog, which is" a spring member, is connected with the core-54 of the solenoid 55 which, upon becoming I energized, will disengagethe pawl 53 from the spring contact ,43.- This springcontact 43 isconnected withthe core'56 of. the solenoid 57 which, upon'beingenergized, draws in the core 56 and engages the contact 43 I with thecontact 44 to close the-circuit of p the motor C.

v [The solenoids 55 and 57 are adapted tn be energized when twotrainshare in danger ously close proximity and they are included in acircuit which is partly arranged on, the

locomotive and partly in the track. In the.- present instance, thesolenoids are connected in series with. each. other by a wire 58'andbetween the solenoid 57 and contact wheel .27 is a wire 59. Theothencontact wheel 27 is connected by a wire 60 with a battery 61, therebeing a wire 63 leading from the battery to the solenoid 55. This muchof the circuit is mounted on the locomotive, and

when a short circuit is formed between they contact wheels 27 and 27,current will liow tery 41, wire 51,

and battery 41 --The. HtO1 .C is thereby operated so that thevalve 17,Fig. 4, will be turned to a position where air canv escape from thecylinder 2, and, permit fluid under pressure to pass to the'brake valveoperat-- ing motor B in the manner previously described, and duringthis. opening of the valve 17, the cam moves into engagement with thecontact 37 so as to separate the latter from the fixed contact 39 whenthe port of the valve 17 registers with the port 23. The circuit of themotor C is thus opened and the valve '17 is moved back to initialposition by the closing of the circuit of the -motor C. By energizingthe motor C, "the valve 17 is reversed as is also the cam 36,

separate the contact 38 from the contact 40. The closing of the motorcircuit 0 takes place when the solenoids and 57 are deenergi'zed by theopening of their circuit, and uponnbecoming'deenergized, the solenoid 57permits the spring contact 4:3 to

move into engagement with the contact -4i5. v vThe solenoids 55 and 57,batteries 41 and 61,

motor reversing switch D, motors G and C, and controller A, are mountedon the locomotive, preferably, although not necessarily, in ahox orcasing E, Fig. l, and if desired 50, as to beene ined. when theemergency stop device is operated. This bell 64 is connected, by a wire65, with the contact 44,, and by a wire 66 with the contact 39 so thatcurrent will flow through the bell which is in, parallel-relation to themotor C. From the foregoing description, taken in connection with theaccompanying drawings, the advantages of the constructmn and ot -themethod of operation will be readily apparent to-those skilled in the artto which an invention appertains, and while I have iiescribed theprinciple of operation of the ention, together i with the apparatuswhich ow consider to be the best embodiment I contacts and 39, wire 48,motorL, w re 46, contacts l4, l3, wire (i2 fluid to the motor,

until a point is reached where the cam will bell Get-may heapranged onthe locomotive.

, iseofyl desire to havefit understood that the 'fiapparatus shown ismerely llustrative,

and that such changes may be made when desired s are within the scope ofthe claims appended hereto.

Having thus described. the invention, what i i claim as new, is

1. in an emergency train stopping a'ppa-,.

Ill

rains, the combination of an enginers brake' valve, a fiuid-actuatedmotor connected.

therewith, and a controller for fluid to the tor, said controllercompris a piston .-d cylinder, a valve connected with the piston forsupplying or cutting 0d the supply of fluid to admitting fluid from thetrain pipe to. the cylinder at one side of the piston, a bypass foradmitting iiuid from'the pipe to the op posite side of the piston,arranged to be closed by the piston when the valve is ppened, a springacting ton and tending to hold the valve closed, and a valveautomatically operated to reduce the pressure on thatside of the pistonon which the spring acts to permit the first-mentioned valve to open,

2. in an emergency train stopping appa ratus, the combination of anengineers brake valve, a fluidactuated motor connected therewith, and acontroller for supplying a piston and cylinder, a valve connected withthe piston for supplying or cutting oil the supply of fluid ,to themotor, a pipe for admitting fluid from the train pipe to the cylinder atone side of the piston, a bypass for admitting fluid from the pipe tothe 0pthe motor, a pipe for said by-pass beingsaid controller compris-'on the pisposits side of the piston, said lay-pass being I arranged tobe closed-by the piston when the valve is opened, a spring acting on thepiston and tending to hold the valve closed, a valve automaticallyoperated. to reduce the pressure on that side of the piston on which thespring acts to permit the firstmentioned valve to open, and a reversibleelectricmotor mechanism,v connected with the last-mentioned valve toopen and close the same.

3. The combinatiomof an engineers brake valve, a motor for controllingthe same, a pipe for supplying fluid to the motor, a

cylinder connected with the pipe, a valve controllingcommunicationbetween the pipe and cylinder, a piston in the cylmder and connectedwith the valve, a spring acting on the piston to move the same in adirection to close the valve, a stop for limiting the movement of theplstonln a direction to openthe ,valve, means for establishing trainpipe pressure on opposite sides of the pieton, and means forpermitting'air to escape from the sideor the piston opposite from thevalve whereby the greater ressure on the other side of the piston wilopen the Valve, said piston servingwhen the valve is open to cut oilcommunication between the train pipe and the end of the cylinder ofpresti e i 4. The combination of an engineers brake valve, afluid-actuated motor therefor, a controller for admitting fluid from thetrain pipe to the motor, said controller including a valve, a gearingconnected with the valve, separate electric motors .for operatingthrough the gearing to-open and close the valve,- a switch controllingthe motor circuits and including a movable element connected with thevalve, a second switch cooperating with said switch for connecting themotors alternately in circuit, and electrical means for controlling thelast-mentioned switch.

5. The combination of an emergency train stopping apparatus including avalve controlling the'air brake system, a gearingfor -.operat1ng thevalve, reversely-rotating mo- .tors operating through the gearing toopen and close the valve, a source of current for the motors, a switchdevice including an element movable with the valve' for connecting onemotor with the source and after a given time to dis-connect the othermotor from the source, a switch cooperating with the said switch devicefor alternately closing the motor circuits, a lock for holding themovable element of the 'last mentioned switch in a given position, asolenoid controlling'the lock, and a solenoid for operating the movableelement of the last-men-.

tioned switqh when the lock is released.

In testimony whereof I aflix my signature in presence of twogwitnesses,

